Built-up welded locomotive frame



July 10, 1956 J. c. ESHER 2,753,813

BUILT-UP WELDED LOCOMOTIVE FRAME Filed May 8, 1950 I 5 Sheets-Sheet 1INVENTOR JOSEPH C. ESHER A TTORNEY y 1956 J. c. ESHER 2,753,813

BUILT-UP WELDED LOCOMOTIVE FRAME Filed May 8, 1950 5 Sheets-Sheet 2 56mul l A 10 E E;

INVENTOR JOSEPH C. ESHER ATTR/VEY July 10, 1956 J. c. ESHER BUILT-UPWELDED LOCOMOTIVE FRAME 5 Sheets-Sheet 3 Filed May 8, 1950 T QW Q W MINVENTOR JOSEPH C. ESHER A TTORNEY July 10, 1956 J. c. ESHER BUILT-UPWELDED LOCOMOTIVE FRAME 5 Sheets-Sheet 4 Filed May 8, 1950 INVENTORJOSEPH C. ESHE'R July 10, 1956 J. c. ESHER BUILT-UP WELDED LOCOMOTIVEFRAME 5 Sheets-Sheet 5 Filed May 8, 1950 A 7' TORNEV United StatesPatent Ofiice 2,753,813 Patented'July 10, 1956 BUILT-UP WELDEDLOCOMOTIVE FRAME Joseph C. E sher, lhornton, Pa., assignor to Baldwin-Lima-Hamilton Corporation; a corporation of Pennsyl- Vania- ApplicationMay 8, 1950, Serial No. 160,773 18 Claims. (Cl. 105-172) This inventionrelatesto built-up welded underframes for locomotives.

Locomotive underframes, especially for diesel electric locomotives, havealways presented a multitude ofproblems which have been attempted to besolved by many different types of construction, both cast and built-upwelded structures, but these have been deficient in many well-knownrespectsreither functionally, structurally or economically.

The problems involve conflicting conditions such as trying to obtainmaximum weight, strength and rigidity, but in. a limited space and at alow cost of manufacture. These opposing conditions, while serious inthemselves, are even further aggravated when it is attempted toaccomplish a suiflciently open structure so-that the cost ofinstallation and maintenance of the piping and electrical cables isreduced to a minimum.

Prior castframes have involved difficulties both as to the inability tocast a maximum amount of weight economically and as to the inabilitytoutilize maximum simplicity because of certain necessary castingtechniques of a limitingnature. On the other hand, attempts to pro- Videbuilt-up welded frames out of plates and barsand other members hasresulted in the need for a multitude of individual parts requiringspecial-jigs and fixtures to assemble the same thereby not onlyincreasing the cost of material, labor and manufacturing equipment butalso resulting in. astructure that does not have maximum simplicity and.frequently requires an excessive amount of ballast toobtain necessaryWeight for tractive effort purposes.

An object of my invention is to provide an improved built-up weldedlocomotive underframe that can be made asheavy as possible at a minimumcost and within very small space limitations while still obtaining. ahigh degree of strength, rigidity and extreme simplicity.

Another object is to provide such an improved builtupwelded underframe'Which, while ofrelatively sh'a l low depth and of great strength andrigidity, still has suflicient flexibility in its principles ofconstruction so that its weight may be varied, if desired, from mediumto very large amounts for different classes of locomotive service andatthe same time preserve maximum ease and minimum cost in the assemblyof the pipes and electric cables and their maintenance and also maintainthe lowest possible cost for material, labor and manufacturingequipment.

A further object is to provide an improved built-up welded underframewhose extreme simplicity of'arrangement of parts permits the use, ifdesired, of only one type and size of standard structural steel memberand to employ it in such. a. manner as to assure maximum ease andeffectiveness of welding at low cost while, at the same time, providinga clean-cut appearingstructure.

Other objects and advantages will bemore apparentto those skilled in theart from the following. description of the accompanying drawings inwhich:

Fig. l is a perspective of the top side of a frame viewed from the frontend thereof;

Fig. 2 is.a perspective of the bottom side of the frame, turned bottomside up, looking lengthwise along the frame from one end thereof, whichend. is partially omitted;

Fig. 3 is a. plan view of the frame with top plates completely removedto show the arrangement of the structural parts;

Fig. 4 ista longitudinal section taken substantially on the line 4 -4 ofFig. 3;

Figs. 5, 6, 7 and' 8 are transverse sections taken respectively on theircorrespondingly numbered lines of Fig. 3;

Fig. 9 is an enlarged perspective of one end of the frame with the topplates removed to show certain details ofconstruction; and

Fig. 10 is a transverse section, showing the principles of my inventionapplied to a smaller Weight frame, similar to Fig. 7.

In my improved frame I employ longitudinally extending H-beam sillsalong each side of the frame as shown at 1, 2, 3,. and4, Figs. 2' and 6,these beams being placed on their side with their flanges extendingvertically and their webs horizontally so that the neutral axis lies inthe plane: of the web instead of transversely thereof as in the normaluse of such structural members. With these beams so placed and runningfor the full length of the under-frame, I then Weld their upper andlower adjoining flanged edges as indicated ate and 6. The continuousstraight and simple nature ofthis arrangement is readily observed in thebottom perspective view of Fig. 2 which also shows continuous andunobstructed pipev and cable channels 7, 8,. 9 and 10 constituting,broadly, apparatus channels. Center pins 12 and.13,. Fig. 2, aresupported upon bolsters 14 and 15, Fig. 2, which are identical and,hence, only one need be described. As shown in Fig. 9, each bolsterconsists of two Habeams 16 and I7, preferably identical to thelongitudinal beams, andplaced with their Web'shorizontal and abuttingagainst the inner flanges of longitudinal beams 2 and 3. The transversebolster beams 16 and 17 are longitudinally spaced apart'and.reinforcedby vertical plates 18 extending for thefulld'epth of the beamsandzby shorter plates 19 and 20' extending to the Web of the beams.Additional strengthening plates" 21, 22,223 and Marc placed between theflanges ofth'e' longitudinal beams to form substantialfy atransversecontinuation of the bolster.

To transmit longitudinal loads from. the usual couplers 27,, Fig: 1,tothe' longitudinal beams, I provide a pair of diagonal H-bea'ms' 28 and29, preferably of the same size as the longitudinal beams, and alsoplaced with their. webs horizontally, these diagonal members being cutat their rear ends. so: that their web: and outside flanges abut againstthe inner flanges of the inner longitudinal beams 2 and 3 as indicatedat. 30' and 31. While the inner flange of the diagonal membersv abutagainst thev bolster beam as indicated at 32 and a small. portion 33 of.the'web of the diagonalzmembers' also abuts: against the bolster beams,yet the main longitudinal forces are transmitted directly to thelongitudinal beams. A relatively heavy plate 34 extends entirely acrossthe ends of theunderframe and? issupported on then-diagonal beams. 28"and 29 whose outer ends extend beyond the ends; of the longitudinalbeams therebytoprovide-a space 35 to receive steps 36, Fig. l. The' endsof the longitudinal beams are joined together and to diagonal beams 28and29 by inner plates 37 and 37 which form onewall of the step passage.To further reinforce the diagonal members a bottom plate 38* ofvtriangular form, as shown. in Figs. 5 and 9, is disposed between thetwodiagonal members 28 and'29-for their. full length. Supported upagainst'thezentire undersideof the bolster 14, Fig. 7, is a very heavyplate 39 which has a circular opening 40 to receive a center pin ring 41which seats upwardly against the flanges of bolster H-beams 16 and 17and against the transverse reinforcing plates 18, Figs. 3, 7 and 9. Afurther plate 42, Fig. 8, then extends between the longitudinal H-beams2 and 3 and for the full distance between the front and rear bolsters l4and 15. Top plates 43, Figs. 1 and 6 to 8, divided into any desirednumber of pieces for convenience in welding and handling, overlie theentire top side of the frame to cover the same except for the triangularareas 44 and rectangular engine bed area 45, Fig. 1. As shown in Fig. 8,which is a section across the engine bed area, the top plate 43overhangs the inner longitudinal beams 2 and 3 and is reinforced by aseries of gusset plates 46. The engine is suitably mounted upon the topplate with the crank case extending down into the opening 45.

A conventional type of draft gear pocket is mounted at the underside ofthe frame adjacent the diagonal H-beams 28 and 29. Such a pocket isgenerally shown in Figs. and 6 as comprising two longitudinallyextending plates 48 supported up against the triangular plate 38 andhaving usual cut-out portions 49 and flanges 50 for receiving andsupporting a usual coupler 27, Fig. 1. As shown in Fig. 5 the couplerpocket plates 48 are laterally supported by plates 51 extending alongend plates 34, 37 and 37', Fig. 9, which extend below the longitudinalH-beams as indicated at 52, Fig. 9. Longitudinal plates are thenconnected to plates 51, top plate 43 and the end plates 34, 37 and 37thereby not only reinforcing the coupler construction but also providingan inside wall for the step passage as shown in Fig. 1.

As shown in Fig. 1, suitable apron plates 53 may be removably supportedupon the end plate 34 and a similar removable lower part 54 may beformed as a downward extension of end plates 37 and 37 whereby uponremoval of these lower portions and the lowermost one of steps 36, arelatively clear space is left beneath the frame whereby trucks may bereadily moved out from under the frame by lifting the frame a very smalldistance. Lifting pads for this purpose, as shown in Fig. 2 at 56, aresuitably mounted adjacent the outer flange of longitudinal beams 1 and4.

As shown in Fig. 10, the principles of my invention may be employed inmaking a lighter weight frame by utilizing along each side singleH-beams 60 of lighter weight and greater horizontal width of web, e. g.,from flange to flange, but still placed on their sides. The outermostflange of these beams then serves, as they do also in the preferredform, as a continuous frame apron for the full length of the framewithout the need for adding decorative plates. This arrangement has allof the advantages of the preferred form including the provision ofunobstructed pipe and cable channels, simplicity of construction, ashallow depth determined substantially by the vertical height of thebeam flange, etc.

As an indication of the flexibility of the principles of my invention asto weight selection, the frame of Fig. l with four H-beams has been madewith the H-beams alone weighing 40,000 pounds while the two H-beams ofFig. have weighed only 10,000 pounds with little or no variation in theshallow depth of the frame and with no sacrifice in the many otherdesirable qualities and features of my invention.

From the disclosure, it is seen that I have provided an extremelysimple, compact and rugged underframe utilizing only one size ofstructural member for the various transverse, longitudinal and diagonalbeams and being reinforced by simple, flat plate members whereby all ofthese various plates and beams can be effectively welded along all oftheir various lines of juncture with minimum time and effort. Myimproved construction permits the highest degree of ease and low cost ofinstallation of pipes and electric cables in the unobstructed channels7, 8, 9 and 10 as shown in Figs. 2, 7 and 8 wherein such elements arediagrammatically indicated at 57 and held down by clamping members 58whose bolts are secured to the web of the H-beams. It is seen that thechannels are unobstructed from one end of the frame to the otherincluding the area passing the bolster sections. Also the H-beam flangesafford complete lateral protection against possible injury to the cableand pipes.

For the sake of clarity only a few welded seams have been shown but itwill be understood that all parts are welded together wherever there arelines of juncture or contact accessible between any two members.

It will, of course, be understood by those skilled in the art thatvarious changes may be made in the construction and arrangement of partswithout departing from the spirit of the invention as set forth in theappended claims.

I claim:

l. A locomotive underframe comprising bolsters spaced apart lengthwiseof the frame, and longitudinally extending structurally shaped H-beamslaterally spaced apart and each being a single continuous beam frombolster to bolster to constitute longitudinal sills of the frame andsaid beams being placed on their sides so that their flanges extendvertically and their webs horizontally, and said bolsters being securedto said H-beams.

2. The combination set forth in claim 1 further characterized by theprovision of a bottom plate extending laterally between the innerflanges of said longitudinal beams and longitudinally between saidbolsters and being welded to said flanges and bolsters along lines ofcontact therewith.

3. The combination set forth in claim 1 further characterized by theprovision of a bottom plate extending laterally between the innerflanges of said longitudinal beams and longitudinally between saidbolsters and being welded to said flanges and bolsters along lines ofcontact therewith, and a plate extending entirely over the top of saidbeams and thence inwardly so as to overlie only a portion of said lowerplate adjacent each of the inner flanges of the longitudinal beamsthereby providing an engine bed opening in between the longitudinalbeams.

4. The combination set forth in claim 1 further characterized by theprovision of a bottom plate extending laterally between the innerflanges of said longitudinal beams and longitudinally between saidbolsters and being welded to said flanges and bolsters along lines ofcontact therewith, a plate extending entirely over the top of said beamsand thence inwardly so as to overlie only a portion of said lower plateadjacent each of the inner flanges of the longitudinal beams therebyproviding an engine bed opening in between the longitudinal beams, and aseries of vertically extending plates disposed between said overhangingportion and said bottom plate and welded to said plates and to saidinner flanges of the longitudinal beams along their lines of contact.

5. The combination set forth in claim 1 further characterized by theprovision of beams extending from the inner side of said longitudinalbeams diagonally inward toward the end of the frame and welded to thelongitudinal beams along their lines of contact with each other so as totransmit tension and compression loads directly to the longitudinalbeams.

6. The combination set forth in claim 1 further characterized by theprovision of beams extending from the inner side of said longitudinalbeams diagonally inward toward the end of the frame and welded to thelongitudinal beams along their lines of contact with each other so as totransmit tension and compression loads directly to the longitudinalbeams, and a plate triangularly shaped to correspond to the spacebetween the diagonal beams and being disposed at the lower side thereofand welded thereto along their lines of juncture.

7. The combination set forth in claim 1 further characterized by theprovision of beams extending from the inner side of said longitudinalbeams diagonally inward toward the end of the frame and welded to thelongitudinal beams along their lines of contact with each other so as totransmit tension and compression loads directly to the longitudinalbeams, a plate triangularly shaped to correspond to the space betweenthe diagonal beams and being disposed at the lower side thereof andwelded thereto along their lines of juncture, and a plate disposed overthe top side of said longitudinal and diagonal beams and welded theretoalong lines of contact therewith.

8. The combination set forth in claim 1 further characterized by theprovision of H -beams placed on their sides and extending from the innerside of said longitudinal beams diagonally inward toward the end of theframe, said diagonal and longitudinal beams being welded together alongtheir lines of contact with each other so as to transmit tension andcompression loads directly to the longitudinal beams, a plate disposedover the top of said longitudinal and diagonal beams and welded theretoalong lines of contact therewith, and said plate terminatingsubstantially at the inner flanges of the diagonal beams so as to leavean opening above said bottom plate.

9. The combination set forth in claim 1 further characterized by theprovision of beams extending from the inner side of said longitudinalbeams diagonally inward toward and beyond the end of the longitudinalbeams, the diagonal and longitudinal beams being welded along theirlines of contact with each other so as to transmit tension andcompression loads directly to the longitudinal beams, and a verticalplate welded to said diagonal beams at their extended ends and disposedtransversely of the full width of the frame so as to provide a space forsteps between said plate and the ends of said longitudinal beams.

10. The combination set forth in claim 1 further characterized by theprovision of H-beams placed sidewise and extending from the inner sideof said longitudinal beams diagonally inward toward and beyond the endof the longitudinal beams, the diagonal and longitudinal beams beingwelded along their lines of contact with each other so as to transmittension and compression loads directly to the longitudinal beams, avertical plate welded to said diagonal beams at their extended ends anddisposed transversely of the full width of the frame so as to provide aspace for steps between said plate and the ends of said longitudinalbeams, and transversely extending vertical plates welded to the ends ofsaid longitudinal beams and to the outer flanges of said diagonal beamsthereby to form an inner wall for the space for the steps.

ll. The combination set forth in claim 1 further characterized in thatthe bolster comprises a pair of transversely extending H-beams placed ontheir side and longitudinally spaced apart, the ends of said bolsterbeams abutting against and welded along their lines of contact with theinner flanges of said longitudinal beams, and a center pin ringsupported upwardly against the underside of both of said transversebeams.

12. The combination set forth in claim 1 further characterized in thatthe bolster comprises a pair of transversely extending H-beams placed ontheir side and longitudinally spaced apart, the ends of said bolsterbeams abutting against and welded along their lines of contact with theinner flanges of said longitudinal beams, and a center pin ringsupported upwardly against the underside of both of said transversebeams, said transverse beams being substantially identical to saidlongitudinal beams and the edges of the flanges of all of said beamsbeing disposed in substantially common upper and lower horizontal planeswhereby the thickness of the frame is substantially determined by thewidth of the H -bearn flanges.

13. A locomotive underframe comprising bolsters and structurally shapedH-beams connected thereto extending longitudinally for substantially thefull length of the frame along the outermost sides thereof, each of saidbeams being a single continuous beam throughout its length and beingplaced on its side so that its flanges extend vertically and its webhorizontally whereby clear lengthwise channels are provided on theunderside of said longitudinal beams, and means for supporting pipes andelectrical cables in said channels.

14. A locomotive underframe comprising, in combination, longitudinalbeams disposed along each outer side of the frame, each beam having apair of H-beams placed on their side with the faces of two of theirflanges abutting against each other and welded by a seam along theirlines of juncture at the top and lower edges, and bolsters disposedbetween said beams and secured thereto.

15. A locomotive underframe comprising beams extending longitudinallyfor substantially the full length of the frame along the outermost sidesthereof, each of said beams having a web and oppositely extendingflanges along each edge of the web thereby forming a double channeledbeam, said beams being placed on their sides so that their flangesextend vertically and their webs horizontally, and bolsters disposedbetween and secured to said beams.

16. A welded locomotive underframe comprising a substantially fiathorizontal bed plate extending substantially the length of thelocomotive underframe, a pair of oppositely disposed rolled channels ofU-shaped section extending substantially the length of said bed plate,one of the flanges of each of said channels having a toe edge welded tosaid bed plate adjacent a side edge thereof so that the width of saidunderframe extends beyond the side edges of said bed plate and the websof said channels lie .in a plane above said bed plate substantiallyparallel to said bed plate.

17. A welded locomotive underframe comprising a substantially flathorizontal bed plate extending substantially the length of thelocomotive underframe, said bed plate comprising a unitary rolled plateof substantially equal thickness throughout, a pair of oppositelydisposed rolled channels of U-shaped section extending substantially thelength of said bed plate, one of the flanges of each of said channelshaving a toe edge welded to said bed plate adjacent a side edge thereofso that the width of said underframe extends beyond the side edges ofsaid bed plate and the webs of said channels lie in a plane above saidbed plate substantially parallel to said bed plate.

18. A welded locomotive underframe comprising a substantially flathorizontal bed plate extending substantially the length of thelocomotive underframe, a pair of oppositely disposed rolled channels ofU-shaped section extending substantially the length of said bed plateand acting as longitudinal strength members of said underframe, one ofthe flanges of each of said channels having a toe edge welded to theupper surface of said bed plate adjacent a side edge thereof so that thewidth of said underframe extends beyond the side edges of said bed plateand the webs of said channels lie in a plane above said bed platesubstantially parallel to said bed plate, a pair of longitudinallyspaced rolled channels of U-shaped section spaced from the end of saidunderframe and extending transversely between said oppositely disposedchannels and having their ends welded thereto, the toe edges of theflanges of said longitudinally spaced channels being welded to the uppersurface of said bed plate, the webs of said longitudinally spacedchannels lying in said plane, and depending center bearings welded tothe underside of said bed plate below each of said longitudinally spacedchannels.

References Cited in the file of this patent UNITED STATES PATENTS2,103,730 Lewis et al. Dec. 28, 1937 2,183,054 Tesseyman et al. Dec. 12,1939 2,241,757 Baade May 13, 1941 2,253,676 Baade Aug. 26, 19412,299,421 Essl Oct. 20, 1942 2,409,730 Blomberg et al. Oct. 22, 1946

